California Highways

Routes 121 through 128

Click here for a key to the symbols used.
"LRN" refers to the Pre-1964 Legislative Route Number.
"US" refers to a US Shield signed route.
"I" refers to an Eisenhower Interstate signed route.
"Route" usually indicates a state shield signed route, but said route may be signed as US or I.
Previous Federal Aid (pre-1992) categories:
Federal Aid Interstate (FAI); Federal Aid Primary (FAP);
Federal Aid Urban (FAU); and Federal Aid Secondary (FAS).
Current Functional Classifications (used for aid purposes):
Principal Arterial (PA); Minor Arterial (MA);
Collector (Col); Rural Minor Collector/Local Road (RMC/LR). Note that ISTEA repealed the previous Federal-Aid System, effective in 1992, and established the functional classification system for all public roads.

Quickindex

State Route 121

Between the original signage of state routes in 1934 and 1964, this was
part of Route 37. It was LRN 8, defined in 1909.

[SHC 263.6] From Route 37 near Sears Point to Route 12 near Sonoma; and
from Route 221 near Napa State Hospital to near the vicinity of Trancas Street
in northeast Napa.

Route 121 from Route 37 to Route 29 in Sonoma and Napa Counties is named
the "Carneros Highway". The road is named for the wine-growing region
south of the Napa Valley. Carneros refers to the area's cattle ranching
history. Named by Senate Concurrent Resolution 62, Chapter 29 in 1992. Note
that route is called "Arnold Drive" between Route 116 and Route 37, at least as
far as residents and the post office is concerned.

The portion of this route running through Sonoma County is called the
"Valley of the Moon Scenic Route". "Valley of the Moon" was the name
Jack London, resident of Glen Ellen, coined for this area.

Historically, this route is close to the original "El Camino
Real" (The Kings Road). A portion of this route has officially been
designated as part of "El Camino Real by Assembly Bill 1707, Chapter
739, on October 11, 2001.

Bridge 21-075, at Imola Avenue in Napa, is named the "George M.
Francis Memorial Bridge". It was built in 1932, and was dedicated in May,
1932. George M. Francis was the editor of the Napa Register beginning in 1872.
In 1889 he called a town meeting in Napa and organized the town's first city
government. [Information from Napa Chamber of Commerce,
found by Phillip Pacier]

In South Napa is the Maxwell Bridge. It was named in honor of
nurseryman Thomas Maxwell, longtime Napa County Supervisor (1917 to 1948) and
Napa County's first representative on the board of directors of the Golden Gate
Bridge District. This bridge is being replaced by the Imola Avenue
Bridge, and is being renamed the New Maxwell Bridge. This bridge
will have plaques for 1) Mr. Maxwell, and 2) the Lodi construction worker who
was killed during the building of the new structure late in 2003.[Information
from a Napa Valley Register history article by Louis Ezettie, dated December 3,
1988, page 7-A]

Evidently, there is a new bridge being built in South Napa over the Napa
River. Called the "Imola Avenue Bridge", it will replace the "Maxwell Bridge"
(no further information available) and was the site of a collapse in November
2003 that killed four and injured four.

In December 2011, the CTC approved for future consideration of funding a
project in Napa County that will replace the Capell Creek Bridge (Bridge Number
21-0009) on Route 121. The project is programmed in the 2010 State Highway
Operation and Protection Program (SHOPP). The total estimated project cost is
$10,880,000 for capital and support. Construction is estimated to begin in
Fiscal Year 2012-13. The scope, as described for the preferred alternative, is
consistent with the project scope programmed by the Commission in the 2010
SHOPP. A copy of the MND has been provided to Commission staff. The project
will mitigate potential impacts to aesthetics to a less than significant level.
Potential impacts to the vegetation in the project area will be mitigated
through hydro-seeding with appropriate plant species. Oak trees removed will be
replaced at a 3:1 ratio. Non-native trees will be replaced at a 1:1 ratio.
Potential impacts to aesthetics will be mitigated by requiring the new bridge
railing to have a finish pattern, surface texture, and coloration that mimic
the original railing.

12/121 interchange" src="maps/012-121.jpg"
style="float: right" width="321" hspace=10 vspace=10 height="250">In 2012, the intersection of
Route 12 and Route 121 was reconfigured. Prior to 2012, the intersection had a
number of angular junctions. After reconstruction, the intersection of Route 12
and Route 121 was a traditional T-interchange, with nearby Fremont road being
turned into a westbound only spur. The changes were prompted by an
higher-than-average accident rate at the intersection. The cost of the project
is $2.4 million.

In March 2012, the CTC authorized SHOPP funding on Route 121 04-Son-121 3.4/6.5 Near Sonoma, within the San Francisco Bay Trail (PM 3.4/6.5 and PM 8.6/11.6) on Route 121. $350,000 to install centerline rumble strips to reduce the number of cross-centerline collisions and improve safety.

In 1963, this segment was defined as "(b) Route 29 near Napa State
Hospital to Route 128."

In 1984, Chapter 409 changed the definition to originate as "Route 29 in
Napa" The portion from Route 29 in Napa to Route 29 [now Route 221] near Napa
State Hospital was transferred from Route 29. This was a side effect of the
opening of the new Route 29 freeway. This bypassed the older segment of Route
29 than ran from Suscol Ave N to Imola (State Hospital), and then along Imola
to Solano Avenue. The bypassed segment was split between Route 221 (Route 29 to
Imola, the number coming from a deleted bypass N of Napa) and Route 121 (State
Hospital along Imola to Solano (Route 29)).

Between the original signage of state routes in 1934 and 1964, this was
signed as part of Route 37. It was part of the 1933 extension of LRN 6.

"Imola" Avenue; "Silverado" Trail, "Monticello"
Road.

Route 121 was not defined as part of the initial state signage of routes
in 1934. It is unclear what (if any) route was signed as Route 121 between 1934
and 1964.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in
1959.

In 1933, Chapter 767 added the route from "[LRN 32] W of Los Banos to
Fresno-Tracy West Side Highway near Centinella" to the highway system. In 1935,
this was defined as LRN 121 in the highway code with the definition:

Post 1964 Legislative Route 122

As defined in 1963, Route 122
ran from "Route 249 south of Palmdale northeasterly to Route 58." In some 1963
planning maps, this route appears to have started at the Route 196/Route 249
junction, with Route 196 continuing N as Route 249, and Route 249 continuing E
as Route 122. At this time, Route 58 was planned as freeway, as was Route
122.

In 1965, Chapter 1371 changed the origin to be "Route 14 south of Palmdale",
deleting the segment from Route 249 N of La Cañada to Route 14. This eliminated
Route 196, moved the start of Route 122 to the Route 14/Route 249 junction.
This junction is where Pearblossom Highway exits Route 14, so Route 122 would
have run from that junction roughly to around the SE corner of Edwards AFB,
near Ave E and the SBD county line. From the Route 14/Route 249 junction, it
would have continued mostly northeast to end at Route 48 (now Route 138)
several miles north of Hi Vista just shy of the Los Angeles/San Bernardino
County line. According to the photolog, the current planned Route 122 would
follow Pearblossom Highway to 25th Street, but then diverged from the
historical plan after crossing existing Route 138 near 50th Street and Palmdale
Boulevard. Route 122 now is planned to continue northbound paralleling 50th
Street before turning northeast a mile or so from Route 48, ending at Route 48
west of Redman (just south of the Los Angeles/Kern county line and the south
boundary of Edwards AFB).

In 1972, Chapter 1216 split the route into two segments: "(a) Route 14 south
of Palmdale to Route 138. (b) Route 138 northeasterly to Route 58."

As noted above, the 1963 definition of Route 122 ran from "Route 249 south
of Palmdale northeasterly to Route 58." In 1965, Chapter 1371 changed the
origin to be "Route 14 south of Palmdale". In 1972, Chapter 1216 split the
route into two segments: "(a) Route 14 south of Palmdale to Route 138. (b)
Route 138 northeasterly to Route 58."

As noted above, the 1963 definition of Route 122 ran from "Route 249 south
of Palmdale northeasterly to Route 58." In 1965, Chapter 1371 changed the
origin to be "Route 14 south of Palmdale". In 1972, Chapter 1216 split the
route into two segments: "(a) Route 14 south of Palmdale to Route 138. (b)
Route 138 northeasterly to Route 58."

There is no traversable local highway. There are no plans to
upgrade this.

Route 122 was not defined as part of the initial state signage of routes in
1934. It is unclear what (if any) route was signed as Route 122 between 1934
and 1964.

Overall statistics for Route 122:

Total Length (1995): 61 miles unconstructed

Milage Classification: Rural: 61; Sm. Urban: 0; Urbanized: 0.

Counties Traversed: Los Angeles, San Bernardino.

[SHC 253.1] Entire route.

In 1933, Chapter 767 defined the route from "Fresno-Tracy West Side Highway
near Newman to [LRN 4] near Livingston" as a state highway. In 1935, this was
added to the highway code as LRN 122, with the definition:

In 1937, Chapter 36 moved the routing away from River Road, making it "[LRN
41] at Gustine to [LRN 4] near Merced via the John C. Fremont Ford Road".

In 1959, Chapter 1062 extended the origin to Route 238, and eliminated the
specific routing, giving: "[LRN 238] near Gustine to [LRN 4] near Merced".

This was the route from I-5 near Gustine to US 99 near Merced. It is
present-day Route 140. The design of the highway was approved in 1953, and it
was constructed in 1954.

State Route 123

From Route 580 at San Pablo Avenue in Oakland to Route 80 in Richmond at
Cutting Boulevard.

In 1963, Route 123 was defined as the route from "Oakland to Route 80 in
Richmond at Cutting Boulevard."

In 1990, Chapter 1187 clarified the definition: "Route 580 at San Pablo
Avenue in Oakland to Route 80 in Richmond at Cutting Boulevard."

This is the old surface street routing of US 40 along San Pablo
Ave. between Peralta Street and Cutting Blvd. It was LRN 14, defined in 1909.
This was signed as Business US 40 until 1964.

Note that Route 123 doesn't cover all of the older surface street
routing of US 40. In particular, N of El Cerrito, former US 40, bypassed in
1958, is not part of the state highway. This is probably because the Eastshore
Highway originally fed straight into San Pablo Avenue just south of Cutting
Boulevard in El Cerrito (next to the current El Cerrito Del Norte BART
station); that intersection was the original northern terminus of the 1940
Business US 40. In 1958, the Interstate 80 bypass north to the Carquinez Bridge
was built and signed as I-80/US 40; the orphaned portion of Eastshore Highway
south of Cutting Boulevard and San Pablo Avenue became a city street, while
Business US 40 was extended to San Pablo Avenue north of Cutting all the way to
Crockett and Rodeo. So why wasn't Route 123 designated on all of former
Business US 40? This has to do with the legislative numbering history. Before
the Crockett bypass portion of the Eastshore Freeway was built, the Eastshore
Highway was LRN 69 from Eastshore/San Pablo in El Cerrito south to the
Macarthur Maze, and San Pablo Avenue was LRN 14 from Eastshore/San Pablo south
to then-US 50 (now I-580), connecting back to US 40 (now I-80) via Macarthur
Boulevard and Freeway. North of the original Eastshore/San Pablo split, San
Pablo Avenue was all LRN 7 to the Carquinez Bridge. But when the Crockett
bypass was built for I-80/US 40, LRN 7 was completely moved over to that new
freeway and did not apply to the now-business route. Thus, state maintenance
did not carry over on the former alignment and only former LRN 14 (plus Cutting
Boulevard, which was never part of the US 40 route and only serves to connect
San Pablo Avenue with I-80.) Also orphaned by the construction of the 1958
freeway was a very small segment of the Eastshore Highway from Potrero Avenue
(at its interchange with I-80) north to San Pablo Avenue; this had formerly
been LRN 69 but LRN 69 was redesignated to apply specifically to the freeway in
that area. That segment is now known as Eastshore Boulevard and serves to
connect eastbound I-80 with northbound Route 123 past the El Cerrito Del Norte
BART station. In 1964, when the great renumbering occured, the portion of
Business US 40 which was now no longer covered by LRN 7 became local street;
the portion of Business US 40 which was still LRN 14 is now Route 123 (which is
signed at least at the Cutting/San Pablo and I-80 junction).

Route 123 was not defined as part of the initial state signage of
routes in 1934. It is unclear what (if any) route was signed as Route 123
between 1934 and 1964.

Historically, this route is close to the original "El Camino
Real" (The Kings Road). A portion of this route has officially been
designated as part of "El Camino Real by Assembly Bill 1707, Chapter
739, on October 11, 2001.

State Route 124

In 1963, this was part of Route 104; however, it was not part of the
original 1934 signage of Route 104. It was LRN 97, defined in 1933. Route 124
was not defined in the initial set of state signed routes in 1934.

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in
1959.

In 1933, Chapter 767 added the route from "[LRN 4] at Chowchilla, via
Robertson Boulevard to [LRN 32]" to the highway system. In 1935, this route was
added to the highway code as LRN 124. It ran from US 99 near Chowchilla via
Robertson Boulevard to Route 152. It is present-day Route 233.

In 1972, Chapter 1216 changed the origin of this segment to "The
international boundary southerly of Brown Field".

In 1986, Chapter 928 transfered the portion added to in 1972 to Route 905,
making (a) "(a) Route 905 near Brown Field to ..."

This route was "routing determined" proposed LRN 282, defined in 1959, to
the junction with present-day Route 905.

Route 125 was not defined as part of the initial state signage of routes in
1934. It is unclear what (if any) route was signed as Route 125 between 1934
and 1964.

This is a 11.2-mile,
north-south toll road between Route 905 and Route 54. It was originally to be
constructed by California Private Ventures, Inc. However, as of September 2002,
according to a report by Eric Armourer from the Union Tribune, California
Private Ventures sold those rights to an Austrailian firm that had many
successful similar projects. He reported that the article seemed to imply that
though there have been three lawsuits against the project since the rights were
granted in July 2001. It seems that the major hold up was the ability to get
construction financing, a problem that was not an issue with the new firm. The
article states that the tollway is expected to break ground in January 2003.
Tolls may be collected until 2047.

According to Don Hagstrom in October 2002, the Route 125 Toll Freeway
between Route 54 (South Bay Freeway) and Route 905 was to be completed by 2005.
This toll freeway will initially be 4 lanes, with an ultimate plan for 8 lanes
in the northern section and 6 lanes from southern Chula Vista to the Route 905
Freeway.

According to Sign On San Diego in April 2003, construction was to begin
shortly on the Southern Extension of this route. According to the article,
"Planners first envisioned state Route 125 more than 40 years ago. It took
another 20 years, as Chula Vista began to annex land to the east and
residential developers created new neighborhoods, for local officials to
declare the route a necessary part of the regional transportation plan.". The
article notes that toll road portion was held up by legislation for a while,
but is now cleared for construction. This is due to the fragile ecosystem,
which contains several threatened species, including fairy shrimp, the Quino
checkerspot butterfly and the Otay tarplant. Developers have spent $2.5 million
to acquire more than 1,000 acres of land, including parcels northeast of
Sweetwater Reservoir and east of Otay Reservoir, where those species will be
protected.

In November 2005, the CTC considered relinquishment of right of way in the
County of San Diego, from Swap Meet Road to Palm Street, consisting of
reconstructed and relocated county roads, frontage roads, and cul-de-sacs.

In November 2007, the 10 mile South Bay Expressway opened between
Route 905 and Route 54. As of May 2008, the toll road draws an average of
30,000 drivers each weekday, about what state transportation officials
expected. Many cash-paying customers have complained about the automated toll
machines, while some Chula Vista merchants say it has not fueled the business
boom they were hoping for. Tolls range from 75 cents to $3.75, depending on the
length of the trip and how it is paid – with cash or through an electronic toll
system called FasTrak. According to the Macquarie Infrastructure Group, the
parent company of South Bay Expressway, the tollway generated an average of
$54,600 in daily revenue from mid-January through March, or about $2 per
vehicle. The road attracts an average of 26,500 vehicles daily, including
weekends. Nearly four out of five motorists pay through FasTrak. As a result of
construction of the route, according to Caltrans, the volume of morning traffic
on northbound I-805 in Chula Vista has dropped 11% since opening. Congestion
has increased, however, at two interchanges north of the tollway: at Route 125
and Route 94, and at Route 125 and I-8 in La Mesa.[Source: SD Union Tribune]

In Mid-January, the cost of driving the South Bay Expressway, increased by
as much as 75¢. Tolls for cash-paying customers will increase 50 to 75 cents,
to a range of $2.50 to $4.50 per trip, depending on length. Just under 30,000
vehicles travel at least part of the 10-mile roadway each weekday.

In March 2010, the South Bay Expressway (SBE) company filed for a
reorganization in Chapter 11 US bankruptcy, writing off around $200m in
shareholder equity. The project suffered from being in an area affected by the
subprime mortgage meltdown, as well as major ongoing litigation over huge
claims made by Fluor/URS, the contractors who built the road but spent over a
year longer than contracted at the job. SBE are proposing to the US Banktuptcy
Court that it address both the reorganization and write-off of debt and the
Fluor/URS litigation claims, which are cited as a major reason for the Chapter
11 filing.[Source: "South Bay Expressway company
files for bankruptcy in San Diego", Tollroad News, 3/24/2010]

In July 2011, it was reported that the San Diego Assn. of Governments agreed
to purchase the bankrupt Route 125 toll road near the U.S.-Mexico border for
approximately $345 million. Under the new ownership, the road won't be free but
tolls will be reduced.

In October 2008, the CTC considered relinquishment of right of way in the
city of San Diego along Route 125 near Fletcher Parkway on East Lake Drive
between Flume Road and Lake Angela Drive, consisting of relocated and
reconstructed city streets.

In December 2014, the CTC authorized relinquishment of right of way in the
city of San Diego along Route 125 at Lonestar Road, consisting of collateral
facilities. The City, by freeway agreement dated November 27, 2000, agreed to
accept title upon relinquishment by the State. The 90-day notice period expired
October 28, 2014.

There have been some
plans to connect Route 125 with Route 79, making an east-side freeway
corridor to I-10.

In 1963, Route 125 was defined as the route from "Route 75 near Brown Field
to Route 56 passing near La Mesa."

In 1965, Chapter 1371 split the route into three segments: "(a) Route 75
near Brown Field to Route 54. (b) Route 54 to Route 94 near La Mesa. (c) Route
94 near La Mesa to Route 56." This is the 1965 segment (b).

This route was "routing determined" proposed LRN 282, defined in 1959, to
the junction with present-day Route 905.

Route 125 was not defined as part of the initial state signage of routes in
1934. It is unclear what (if any) route was signed as Route 125 between 1934
and 1964.

This is part of the "Inner Loop" route. The Route 125 southern
extension along Sweetwater Road opened in early May 2003. There is a gap
between the end of the Route 54 freeway and the start of Route 125 fwy, but
there is construction along this portion. However, Route 54 eastbound does
directly turn into Route 125 northbound—there's just one signalized
intersection at Sweetwater Rd southbound. Farther north on Route 125, the
freeway is open continuously from Route 94 all the way to Route 52 in both
directions. And the Route 52/Route 125 freeway to freeway interchange was
completed some time ago. There is still construction on Route 125 at Grossmont
College Dr with traffic in both directions squeezed onto the northbound lanes.
But all intersections and stoplights have been eliminated. Note: when heading
southbound on Route 125 thru the Route 94/Route125 interchange, you have to
exit far right to "stay" on Route 125, as the freeway maintains its legacy of
the "thru" direction being onto westbound Route 94.

The construction noted above was completed with the opening of the toll road
section to the south; the final phase of the construction was the interchange
with Route 54. Since Route 125 was designed as part of a loop route, the main
lanes connect though as follows - Route 125 South to Route 54 West, Route 54
East to Route 125 North. The section from Route 94 north to Route 52 is also
complete, and has been since 2005. Signs have recently been posted near the
Route 52/Route 125 interchange for the extension of Ropute 52 further east,
which will require some work on the interchange at the northern end of Route
125. These signs indicate a projected completion date of 2011. There appears to
be no any movement toward the extension of Route 56 or for the extension of
Route 25 further north. It currently (2008) ends at an at-grade T intersection
beneath the Route 125 North-Route 52 West flyover ramp.

In September 2000, the California
Transportation Commission considered a $1.7 million phase 1 proposal (TCRP
Project #87) for two new freeway connector ramps at the Route 94/Route 125
interchange. Total estimated cost is $90 million. This funding was extended in
September 2005 as the project is ready to proceed. In April 2007, the CTC
amended project 87.2 to orogram an additional $3,610,000 in TCRP funds for
Project Approval & Environmental Document (PA&ED). This project will
construct the ultimate two-lane freeway-to-freeway connectors from westbound
Route 94 to northbound Route 125 and from southbound Route 125 to eastbound
Route 94. The project will also widen Route 125 providing additional lanes from
Spring Street to Lemon Avenue, and provide auxiliary lanes from the connectors
to the next interchange at Lemon Avenue. The additional $3,610,000 for
PA&ED was needed to study impacts to the large number of residential,
commercial, and resource rich areas that will be impacted by this project. It
is estimated that four years will be required to complete the needed
environmental studies, complete the draft environmental document, circulate it
for public comment, and gain final approval. The project is now schedule for
construction between FY 2012 and FY 2017.

In October 2006, the CTC considered relinquishment of right of way in the
city of La Mesa, from Alvarado Avenue to Blue Lake Drive, consisting of
reconstructed and relocated city streets and frontage roads.

In December 2009, the CTC relinquished right of way in the city of La Mesa
along Routes 94 and 125 between Grove Street and Spring Street, consisting of
relocated and reconstructed county roads and frontage roads. The County of San
Diego, by freeway agreement dated September 30, 1968, agreed to accept title
upon relinquishment by the State to roads which on that date were within an
unincorporated area of the county and have since been annexed by the City.

In April 2010, the CTC relinquished right of way in the city of Lemon Grove
along Route 125 between Ildica Street and Sweetwater Way, consisting of
collateral facilities. The County of San Diego, by freeway agreements dated
September 30, 1968 and January 2, 1969, agreed to accept title upon
relinquishment by the State to roads which on that date were within an
unincorporated area of the county and have since been annexed by the City of
Lemon Grove. The 90-day notice period expired January 12, 2010, without
exception.

The portion of this route constructed to freeway standards is named the
"Ramona Freeway". It is part of the "Inner Loop" with Route 52 and Route
54. Ramona was the central character in the Helen Hunt Jackson
novel Ramona,
which was a seminal novel in the early 20th century in creating the romance of
California.

The horse bridge that crosses Route 125 and is located in Bonita, west of
the Summit Park Campground in San Diego County, is named the "Mary Augustine
Bridge". This segment was named in honor of Mary Augustine, a long-time
resident of Bonita, California, and an equestrian and trail advocate. In 1969,
Mary was a founding member of a new horse club in Bonita called Equestrian
Trails, Inc. (E.T.I.), a national club with a southwestern base in Los Angeles
whose purpose was to build a network of trails throughout the country. The
Bonita Club, E.T.I. Corral 89, concentrated its efforts in Bonita and worked in
concert with other corrals throughout San Diego County. From its early days
through the subsequent reorganization and creation of Bonita Valley Horsemen
(BVH) in February 1975, through approximately 1989, Mary worked tirelessly on
various trails projects in Bonita and San Diego County. Mary was instrumental
in getting the first large trail project in Bonita started and completed. It is
the current trail around the Chula Vista Golf Course used by, among others,
riders, bikers, and hikers, During the critical years of the 1970s and 80s,
Mary worked with state and local agencies and persuaded developers to give land
easements for dedicated trails, or to preserve existing trails, through Bonita
Downs, Bonita Woods Park, Bonita Ridge, and Ranchito Robinwood. These trails
were to eventually feed into other trails planned for Sweetwater Regional Park.
At that point there were an estimated 1,300 horses in Bonita, and San Diego
County had the largest per capita population of horses in the U.S.A. As time
went on developers began to see the wisdom of calling Mary for advice regarding
trails through their developments or rerouting existing trails. As interest and
success in local and county trails grew, horse camps at Cuyamaca Rancho State
Park had come into being and the Anza-Borrego horse camp was on the horizon.
Mary was one of the first volunteers on the Mounted Assistance Unit, designed
to aid park rangers on search and rescue missions, patrol the areas of the park
that the rangers could not get to easily, uphold park rules, interpret the park
regulations, and many other duties. In the late 1970s, Mary headed up the new
Sweetwater Summit Park east towards Jamul and the trail was built with the aid
of a Comprehensive Employment and Training Act grant in the amount of $40,000.
This trail was dedicated July 17, 1980, and on that day Mary led the first
trail ride on the new trail, which is still used today regularly by riders,
bikers, and hikers. Mary's ultimate goal, which she fulfilled, was to ride from
the Pacific Ocean to Cuyamaca State Park and beyond to the desert regions of
Cleveland National Park. Named by Assembly Concurrent Resolution (ACR) 17,
Resolution Chapter 59, on 6/22/2007.

In 1963, Route 125 was defined as the route from "Route 75 near Brown Field
to Route 56 passing near La Mesa."

In 1965, Chapter 1371 split the route into three segments: "(a) Route 75
near Brown Field to Route 54. (b) Route 54 to Route 94 near La Mesa. (c) Route
94 near La Mesa to Route 56." This is the 1965 segment (c).

This route was "routing determined" proposed LRN 282, defined in 1959, to
the junction with present-day Route 905.

It appears that the segment between Route 94 and I-8 was originally part of
Route 67.

Route 125 was not defined as part of the initial state signage of routes in
1934. It is unclear what (if any) route was signed as Route 125 between 1934
and 1964.

Completed between Route 94 and Fletcher Parkway. The
segment between Fletcher Parkway and Route 52 is currently under construction.
The remainder, from Route 52 to Route 56, is proposed but no completion date
has been set. The section between Amaya Drive and Fletcher Parkway opened on
1/3/2001.

The portion of this route constructed to freeway standards is named the
"Ramona Freeway". It is part of the "Inner Loop" with Route 52 and Route
54. Ramona was the central character in the Helen Hunt Jackson
novel Ramona,
which was a seminal novel in the early 20th century in creating the romance of
California.

Bridge 57-972R over Fletcher Parkway in San Diego county is named the
"Benjamin E. Polak Memorial Bridge". It was built in 1991, and was named
(before construction) by Assembly Concurrent Resolution 120, Chapter 64, in
1990. Benjamin E. Polack, President of Harbor Management, was active in the
United Way and instrumental in its establishment in Costa Rica in the
1970's.

HOV lanes are planned for the portion from I-8 to Route 52. These are
scheduled to open by 2011.

In 1933, Chapter 767 defined the segments from "[LRN 56] near Moro to [LRN
4] near Fresno via Stratford" and "[LRN 4] near Fresno to Yosemite National
Park" as part of the highway system. In 1935, this was defined in the highway
code as LRN 125, with the definition:

State Route 126

The relinquished former portion of Route 126 within the City of Santa
Clarita is not a state highway and is not eligible for adoption under Section
81.

In 1963, Route 126 was defined as "(a) Route 101 near Ventura to Route 5.
(b) Route 5 to Route 14 near Solemint."

On June 26, 1964, a 9.4-mile section of the Route 126 Freeway was adopted
between the Golden State and Antelope Valley Freeways, estimated to cost $18
million.

Prior to 2001, there was an additional segment that ran from Route 5 to
Route 14 near Solemint. Relinquishment of this segment was authorized by AB
635, Chapter 575, 10/11/2001. The bill required that Santa Clarita keep signs
showing the way for travelers to get to the rest of Route 126. The section
(which is from PM R5.8 to T12.707) was up for relinquishment in September 2002.
There were plans to construct this as freeway; if it had been constructed,
there would have been an interchange at Rye Canyon, McBean, and Bouquet Canyon.

In 2003, AB 1717 (Ch. 525, 9/25/2003) updated the legislative definition to
reflect the relinquishment.The relinquished former portion of Route 126 within
the City of Santa Clarita is not a state highway and is not eligible for
adoption as a state highway.

The segment from Route 5 to Route 14 was planned as freeway but never
upgraded. When they built the Antelope Valley Fwy (Route 14), they also built a
stub of this freeway, which juts out as a long overpass on Via Princesa. You
can only get on that stub by going northbound on Route 14. The exit is called
"Canyon Country/Sierra Hwy".

The segment from Route 5 to Route 14 will be replaced with the Cross
Valley Connector (see below). According to the City of Santa
Clarita, The Cross Valley Connector (CVC) is an 8½ mile roadway that
connects to various streets, running from the I-5/Route 126 to Route 14. It is
a $230+ Million project, and should be completed in 2006.

In 1934, Route 126 was signed along the route from Jct. US 101 near Ventura
to Jct. US 99 at Castaic, via Santa Paula. It was LRN 79. The portion between
Castaic Junction (US 99/I-5) and US 101 (LRN 2)) was defined in 1931. The
portion from US 99/I-5 to Route 14 was originally part of the 1909 definition
of LRN 4; it was routed off LRN 4 in 1939. It was adopted as a conventional
highway by California Highway Commission on June 3, 1938. It was adopted as a
freeway on April 19, 1956 from US 101 S of the City of Ventura NE-ly to the
City of Santa Paula.

Much of this is freeway. As of 4/94, only the portion from Route 101 to
Santa Paula, and from about .5 mi E of Route 5 to Route 5, was freeway. As of
2001, the entire route is, at minimum, 4 lanes.

In August 2011, the CTC approved $500,000 in SHOPP funding for repairs in
Camarillo, at Wells Road off ramp, that will rebuild the slope and place rock
slope protection at one location to minimize erosion.

In May 2010, the CTC approved for route adoption a project in Los Angeles
County that will construct a grade-separated interchange at the existing
signalized interchange of Route 126 and Commerce Drive near the city of Santa
Clarita. As part of the project, Route 126 would be realigned to the south over
a recently constructed embankment. The project is entirely funded from Metro
Proposition C funds and private funds from Newhall Land and Farming Company.
Total estimated project cost is $40,900,000 for capital and support.
Construction is estimated to begin in Fiscal Year 2009-10. The project will
involve construction activities that will result in potential impacts to water
quality and noise. In addition, construction activities will be occurring in
the habitat of the Peirson’s morning glory, a federal species of concern. As
part of this, the CTC designated Route 126 in Los Angeles County from Castaic
Creek to Route 5 west of City of Santa Clarita as a Controlled Access Highway.
The proposed improvements will increase highway capacity, improve traffic
operations, enhance driver safety and accommodate planned growth within the
project area. Adoption of the proposed segment as a freeway is not practical
because it would eliminate the Fire Department required emergency entrance/exit
from an adjacent property owner. Attempts to maintain the required exits would
severely reduce the commercial value of the property.

In July 2013, it was reported that a partnership of state and county
agencies planned to break ground in mid-July or early August on a $50 million
project to expand and reroute Route 126 near the Valencia Commerce Center. As
designed, the project would entail construction of a bridge to lift Route 126
over Commerce Center Drive in Castaic, improving traffic flow on both routes.
The projectwould also add new lanes on the highway, expanding it to three in
each direction. The project also includes adding on- and off-ramps from Route
126 to Commerce Center Drive and Henry Mayo Drive, realigning and extending
Henry Mayo Drive, adding new traffic signals at the intersection of Commerce
Center and Henry Mayo drives and at the intersection of Route 126 and the
access road to the Valencia Travel Village RV park. It also entails planting
new landscaping to help stabilize the bank of the Santa Clara River near Route
126 and removing some invasive species to improve water flow in the river. The
project is slated to be complete in late 2016. $9 million in funding for the
project comes from a Metro grant, the remainder is in the form of bridge and
major thoroughfare construction fees. Those fees are part of the costs that
accompany residential and commercial development, such as the Newhall Ranch
residential development project, which would add more than 20,000 homes along
Route 126.

In January 2002 and April 2002, the CTC voted on relinquishment of the
portion of the route in the City of Santa Paula that was bypassed by the new
freeway portion, PM 13.5.

Cross-Valley Connector

According to Don Hagstrom, in 1990, Caltrans offered to build a 126 Freeway
from Route 14 to I-5. Santa Clarita declined the offer. Instead, they planned
to make up for this by constructing a "Cross Valley Arterial." This would work
as follows: Starting at the interchange between I-5 and Route 126, Santa
Clarita will construct Newhall Ranch Road, a 6 and 8 lane arterial that will be
a de-facto extension of Route 126. The road itself will not be a freeway and it
will not carry the CA-126 designation (in fact, the CTC planned back then to
decommission this segment). On the other side (near Route 14), Golden Valley
Road would be extended westward to meet up with Newhall Ranch Road. Somewhere
in here the Santa Clara River would have to be crossed. There also would be a
grade-separated interchange built between Golden Valley and Soledad Canyon
Road.

The SAFETEA-LU act, enacted in August 2005 as the reauthorization of TEA-21,
provided the following expenditures on or near this route:

High Priority Project #216: Construction of a cross-valley
connector between I-5 and Route 14. This important transportation project
will connect I-5 and Route 14, significantly easing traffic in and around
the city and increasing the efficiency of commerce in the area. The Cross
Valley Connector will consist of 8.5 miles of new six- and eight-lane
arterial roadways, bridges, grade-separated crossings and intersections,
including the connection of Newhall Ranch Road and Golden Valley Road. It
will provide a direct link between I-5 and Route 126 on the west and Route
14 and the Golden Valley interchange on the east. HPP #3786 seems to
provide significant additional funding. $4,000,000.

High Priority Project #3786: Construction of a cross-valley
connector between I-5 and Route 14. This seems to be additional funding for
the connector. $5,000,000.

Note that the Cross Valley Connector is a surface artery across Santa
Clarita, 25 miles further south, consisting of Newhall Ranch Road, about half
of which is complete, and Golden Valley Road, which was recently finished. It
won't be a freeway, and will probably never be used by anyone to get between
I-5 and Route 14 (except maybe if an accident bogs down the freeways), as it
will have at least a dozen traffic lights along its length.

Funding for the I-5 to Route 14 portion of the CVC was included in the
SAFETEA-LU legislation passed in August 2005.

The portion from Route 101 to Route 5 is designated as the "Santa Paula
Freeway". The first segment opened in 1963. It was named by Senate Bill
835, Chapter 223, in 1967.

Additionally, the portion of Route 126 between the City of Santa Paula and
Route 5 is officially designated "The Korean War Veterans' Memorial
Highway". Named by Senate Concurrent Resolution No. 41, Chapter 131, in
1994. The portion between the City of Santa Paula and US 101 has a similar
designation, being named by Assembly Concurrent Resolution No. 135, Chapter 89,
on June 27, 2002.

The portion of Route 126 from Hallock Drive to the city limit of the City of
Fillmore in the County of Ventura is named the "California Highway Patrol
Officer David W. Copleman Memorial Highway". This segment was named in
memory of David W. Copleman, who was March 7, 1958, in Little Rock, California.
David W. Copleman entered the California Highway Patrol Academy on the October
18, 1982; after graduation, he was assigned to the Ventura Area Highway Patrol.
Officer Copleman was killed in the line of duty on the April, 6, 1985, when he
was in pursuit on Route 126 and was struck head-on by an uninvolved vehicle.
Officer Copleman was a dedicated officer who loved his job and enjoyed the
people he worked with. He was a wonderful father and husband and his greatest
joy was spending time with his family. In his spare time, David W. Copleman
served the community of Little Rock, California, as a volunteer firefighter.
Named by Assembly Concurrent Resolution (ACR) 46, Resolution Chapter 66, on
7/7/2005.

The following segments are designated as Classified Landscaped Freeway:

County

Route

Starting PM

Ending PM

Ventura

126

0.00

0.21

Ventura

126

R10.20

R12.71

[SHC 253.1] Entire route. Added to the Freeway and Expressway system in
1959.

[SHC 164.16] Between the east urban limits of Oxnard-Ventura-Thousand Oaks
and Route 5.

Overall statistics for Route 126:

Total Length (1995): 47 miles

Average Daily Traffic (1993): 2,100 to 36,000

Milage Classification: Rural: 29; Sm. Urban: 6; Urbanized: 12.

Previous Federal Aid Milage: FAP: 40 mi; FAU: 5 mi; FAS: 2 mi.

Functional Classification: Prin. Arterial: 47 mi.

Counties Traversed: Ventura, Los Angeles.

In 1933, Chapter 767 added the routes from "Fresno-Tracy West Side Highway
near Kerman to [LRN 4] near Madera" and from "[LRN 4] near Madera to
Fresno-Yosemite Road" to the highway system. In 1935, LRN 126 was added to the
highway code with the definition:

This definition remained unchanged until the 1963 renumbering. It was signed
as Route 145, and ran from Route 180 to Route 41, with a discontinuity on Route
99 near Madera.

State Route 127

From Route 15 near Baker to the Nevada state line via the vicinity of
Death Valley Junction.

This routing is unchanged from its 1963 definition.

In 1934, Route 127 was signed from Jct. US 91 at Baker to the
California-Nevada State Line near Death Valley Junction. It was LRN 127 between
Baker and Death Valley Junction (junction Route 190), and LRN 128 from Death
Valley Junction to the Nevada state line. Both routes were defined in 1933.
This is one of those rare routes (Route 58 is another) where the pre-1963
legislative number and the signed number are the same.

[SHC 253.6] From Route 15 near Baker to Route 190 near Death Valley
Junction (not upgraded). Added to the Freeway and Expressway system in 1959.

[LRN 4] near Tipton to [LRN 31] near Baker via the vicinity of
Porterville, Camp Nelson, Olancha, Death Valley, and Death Valley Junction.

From [LRN 23] near Lone Pine to a junction with the route described
in part (a).

This was signed as follows:

From Route 99 (LRN 4) near Tipton to I-15 (US 91, US 466, LRN 31)
near Baker via the vicinity of Porterville, Camp Nelson, Olancha, Death Valley,
and Death Valley Junction.

This segment was signed, along the constructed portions, as Route
190 to Death Valley Junction, and as Route 127 from Death Valley Junction to
I-15. (and dates back to the initial 1934 signage of state routes).

From US 395 (LRN 23) near Lone Pine to a junction with the route
described in part (1).

This segment appears to have been unsigned; it is present-day Route
136.

State Route 128

From Route 1 near the mouth of the Navarro River to Route 101 near
Cloverdale.

As defined in 1963, this segment was "(a) The mouth of the Navarro River to
Route 101 near Cloverdale via McDonald." Later in 1963, Chapter 1698 removed
"via McDonald"

In 1994, Chapter 1220 relaxed the origin: "(a) Route 1 near the mouth
of the Navarro River to Route 101 near Cloverdale."

This segment was LRN 48, defined in 1919. It was originally signed as signed
Route 28, and in 1952 was renumbered as signed Route 128 (permitting the route
around Lake Tahoe to be numbered as Route 28 in coordination with Nevada 28.
Between McDonald and US 101, this was originally part of LRN 1, but became part
of LRN 48 in 1935 when LRN 1 was moved. Route 128 was not an original state
signed route (although Route 28 was).

In June 2011, the CTC approved $9.9 million to repave about 24 miles of
Route 128 from near Boonville south to the Sonoma County line.

In December 2011, the CTC approved for future consideration of funding a
project in Mendocino County that will repair a segment of roadway and the
adjacent slope on Route 128, from Shearing Creek to 0.7 mile west of Maple
Creek Bridge, near Boonville. The project is programmed in the 2010 State
Highway Operation and Protection Program (SHOPP). The total estimated project
cost is $16,318,000 for capital and support. Construction is estimated to begin
in Fiscal Year 2012-13. The scope, as described for the preferred alternative,
is consistent with the project scope programmed by the Commission in the 2010
SHOPP. A copy of the MND has been provided to Commission staff. The project
will mitigate potential impacts to riparian and waters of the U.S to a less
than significant level. Potential impacts to wetlands in the project area will
be mitigated by replacing impacted wetlands at a 1:1 ratio. Environmentally
Sensitive Area (ESA) fencing will also be used in appropriate areas. Water
quality impacts will be mitigated through implementation of Best Management
Practices (BMP).

[SHC 253.6] Entire portion. Added to the Freeway and Expressway system in
1959.

This segment was LRN 103, defined in 1933. It was originally signed as
signed Route 28, and in 1952 was renumbered as signed Route 128 (permitting the
route around Lake Tahoe to be numbered as Route 28 in coordination with Nevada
28. Portions of this may have been cosigned with US 101. Route 128 was not an
original state signed route (although Route 28 was).

Robert Cruickshank noted that, on the road leading to the River Rock Casino
(off of Route 128 in this area, known as the Alexander Valley) is a shield
marking the road as Indian Route 93.

In November 2011, it was reported that Caltrans announced completion of two
new bridges on Route 128 between Healdsburg and Calistoga. The Redwood and
Maacama Creek bridges, which had been under construction since summer 2010, are
wider than the bridges they replaced. Total cost for both new bridges was $7
million.

[SHC 253.6] Entire portion. Added to the Freeway and Expressway system in
1959.

From Route 29 near Rutherford to Route 113 near Davis via Sage Canyon.

Unconstructed from Route 113 to Route 505. This segment is
unchanged from 1963. Note: The 2002 Traversable Highways Report indicates this
segment will be considered for assumption of maintenance after a two-mile
section of Russell Blvd just east of Route 505 is reconstructed. Yolo County
will improve the roadway as funds permit. It is unclear if this ever
happened.

This was LRN 102 between Rutherford and the junction with Route 37
(present-day Route 121; Steele Canyon Road, defined in 1933). It was LRN 6
(1933 extension) between Steele Canyon Road and I-505, and LRN 6 (1959
extension) from I-505 to Route 113 (former Alternate US 40). It was originally
signed as signed Route 28, and in 1952 was renumbered as signed Route 128
(permitting the route around Lake Tahoe to be numbered as Route 28 in
coordination with Nevada 28. It may also have been signed as part of Alternate
US 40. Route 128 was not an original state signed route (although Route 28
was).

[SHC 253.6] From Route 121 to Route 113 near Davis. Added to the Freeway and
Expressway system in 1959.

In 1933, Chapter 767 added the route "[LRN 31] to Death Valley and
connection to the California-Nevada State Line" to the highway system. In 1935,
the portion from [LRN 31] to Death Valley was added as LRN 127. LRN 128 was
added to the highway code with the following routing: